S467 Turbo Guide: 67 mm S400 for 5.9L Cummins Builds

If you're building a 5.9L Cummins and you've outgrown what an S300-series turbo can do, the S467 turbo is almost certainly the first name you've come across. There's a reason for that. This guide covers what the S467 actually is, what to realistically expect from it in terms of power and response, how it compares to the S472, which wheel and housing combination suits your build, and — critically — every fitment measurement you need to get right before you order a single part.

What Is an S467 Turbo?

The S467 turbo is a BorgWarner S400-frame turbocharger built around a 67 mm compressor inducer. The "67" in the name refers directly to that inducer diameter — it's the defining specification that places this turbo firmly within the S400 family, above the S300 series and below the larger S472 and S475 options.

Understanding the Borg Warner S467 as a platform means understanding where the S400 frame sits. S400-frame turbos are large-frame units with the oil drain, bearing housing, and compressor cover dimensions to match. Swapping into that frame from an S300-series setup isn't simply a matter of bolting the new turbo in — the fitment details are different enough that you need to plan around them specifically. More on that in a later section.

What makes the S467 stand out, and why it shows up constantly in 5.9L Cummins build threads, is that it occupies a genuinely useful middle ground. An S300-series turbo will spool quickly and respond well on the street, but it runs out of air at a certain power level. The large S472 and S475 units can move serious volume at the top end, but they're not known for making the kind of responsive, drivable power most street builds need. The 67mm turbo sits right in between those realities — capable of supporting substantial crank horsepower while remaining more practical for real-world use than the larger S400 options.

For many Cummins builders, it's the first time they're stepping into the S400 frame. That's exactly why it's earned the reputation as the classic first big single.

S467 Turbo Specs

Understanding the s467 turbo specs means understanding that "S467" defines the compressor inducer size — it does not describe a single complete, one-size-fits-all turbocharger. Within the S467 designation, there are real choices to make around compressor exducer, turbine wheel diameter, turbine housing A/R, and inlet bolt pattern. Each of those choices has consequences for how the turbo behaves on your engine.

Compressor Size and S400 Frame

The compressor inducer is fixed at 67 mm — that's what makes it an S467 rather than an S462 or S472. Everything else builds outward from there.

In terms of frame size, the S400 is a large-frame unit. It's physically larger than the S300 series in every meaningful dimension: bearing housing, compressor cover, and turbine housing. That matters for fitment, as the oil drain, exhaust outlet, and marmon clamp sizes are all different from what S300 users are used to working with. The 67mm turbo designation tells you the inducer; the S400 frame tells you the bolt centres, port sizes, and outlet dimensions that govern whether your existing hardware is compatible.

Common Compressor and Turbine Wheel Pairings

Within the S467 designation, two wheel configurations are most commonly specified:

83 mm exducer / 74 mm turbine wheel — This combination prioritises compressor map efficiency at lower flow rates and generally leans toward quicker spool. The smaller turbine wheel can build boost at lower exhaust gas velocities, making it a better fit for builds where response and street manners matter alongside peak output.

87 mm exducer / 82 mm turbine wheel — This combination pushes the efficiency island toward higher flow. The larger turbine wheel takes more energy to spin up, which typically means a more noticeable delay before boost arrives, but the payoff is greater capacity at the top end of the power range. For applications where peak flow matters more than street response, this is the wheel set to consider.

Neither pairing is universally better. The right choice depends on the rest of your build and what you're asking the turbo to do.

Common Turbine Housing A/R Ranges

Turbine housing A/R selection follows the same logic as wheel pairing — it's a duty-specific decision, not a maximum-power claim.

The 83/74 wheel set is commonly paired with a 0.90–1.00 A/R turbine housing. The tighter A/R accelerates exhaust gas velocity through the turbine, helping spool happen sooner. For street-driven or towing-adjacent builds where response under load matters, this range is typically the right starting point.

The 87/82 wheel set is commonly paired with a 1.00–1.15 A/R turbine housing. The larger housing allows exhaust gases to expand more before driving the turbine, which supports higher peak flow rates but generally slows the initial build of boost. Competition or peak-power-focused builds are more likely to accept that trade-off.

On turbine inlet bolt patterns, T4 is the standard S400 availability. T6 inlet options exist for higher-flow applications — commonly seen on purpose-built competition setups or large compound systems. Matching the turbine inlet bolt pattern to your manifold is a non-negotiable step before purchase.

S467 Turbo Horsepower Range

Realistic Power Window

The realistic s467 turbo horsepower range is 820–995 HP at the crank when the turbo is properly matched to a built 5.9L Cummins platform — whether that's a 12-valve or 24-valve engine. That range assumes supporting parts are in place: built bottom end, appropriate fuel system, cam profile suited to the application, and a tuned calibration that actually uses the air the turbo is capable of moving.

It's worth being specific about what that range means. These are crank figures, not wheel horsepower. Drivetrain losses between the crank and the dyno rollers vary by platform, but the gap is real and meaningful. Anyone presenting wheel HP figures for an S467 without clearly labelling them as such is doing you a disservice.

Final output also depends heavily on the complete system. The turbo moves air — what the engine does with that air is the result of fuel delivery, injection timing, combustion efficiency, and the calibration holding it all together. A well-matched S467 on a properly built 5.9L Cummins can reach that upper end of the range. An S467 on an under-fuelled, stock-head, lightly built engine will not.

Why the S467 Became the Classic First Big Single

The S467 earned that reputation by solving a specific problem: how to get meaningfully more top-end power from a 5.9L Cummins without abandoning usable boost response entirely.

An S300-series turbo spools quickly and responds well, but the map runs out. When a built 5.9L starts pushing real fuel at real RPM, the S300 becomes the limitation. The jump directly to an S472 or S475 solves the flow problem but introduces a response characteristic that many street or mixed-use builders find difficult to live with. The S467 — particularly the 83/74 variant in a tighter housing — sits between those two realities. It can support the power that a built 5.9L is capable of producing while remaining more tractable than the larger S400 options.

It's also worth noting that the S467 can do this as a single turbo, which simplifies the build considerably. Getting to this power level without a compound system means fewer components, simpler plumbing, and one less turbo to tune around. For many builders moving beyond their first S300-era setup, that's exactly the right step.

Keep expectations balanced, though. The S467 is not a plug-in solution for a stock engine, and it is not a substitute for a proper supporting build. It's a capable, well-positioned turbocharger for the right platform — not magic for every street or towing situation.

Best Uses for an S467 Turbo

Street-Driven 5.9L Cummins Builds

The s467 turbo cummins 5.9 combination shows up most often in built street builds — 12-valve and 24-valve platforms that have been taken past stock with supporting engine work. A built 5.9L with adequate fuel, a cam profile that makes sense for the A/R chosen, and a reasonable exhaust manifold design is exactly where this turbo operates well.

For street-driven use, the 83/74 wheel set in a 0.90–1.00 A/R housing is the combination most commonly chosen when the builder wants the S400 frame's capacity without completely sacrificing response. That said, "street-driven" covers a wide range of expectations. Someone driving a built 12v daily in mixed stop-and-go traffic has a very different experience target than someone who treats their truck as a weekend highway machine with a trailer behind it.

On-road drivability from an S467 depends on cam profile, fuel system response, exhaust manifold design, and housing choice working together. Getting one of those elements wrong makes the others harder to compensate for. 6.7L Cummins applications exist and the S467 can be fitted to those platforms, but the primary and best-documented fitment for this size remains the 5.9L.

Towing-Adjacent and Load-Response Setups

The S467 can support towing-adjacent builds — trucks that see trailer weight regularly but aren't run as dedicated work vehicles at maximum gross combined weight ratings on every trip. In that context, load-response behaviour is a legitimate consideration, and the smaller-A/R 83/74 combination is typically chosen when load-pulling response needs to remain usable.

The key word is "adjacent." The S467 should not be presented as the obvious or optimal towing turbo for every setup. A heavily loaded truck towing at altitude with a stock-cam 24v and a 1.10 A/R housing is going to behave very differently from a lightly loaded truck on a weekend highway run with a 0.90 A/R and a purpose-built fuel system.

Final suitability for towing-adjacent use depends on vehicle weight, tuning, gearing, and duty cycle. Any of those variables can push the experience toward or away from what the builder expects. Knowing what trade-offs the S467 makes relative to smaller or larger options is more useful than any single blanket recommendation.

Entry-Level Sled Pull and Competition Use

S467 sled pull applications represent one of the more natural fits for the larger-wheel, larger-housing combination within this designation. Single-turbo sled competition at the entry level commonly specifies S400-frame turbos, and the 87/82 wheel set in a 1.00–1.15 A/R housing is the configuration most suited to that use case. The priority at the line is peak flow, not street response — and competition setups are built around that reality.

Builders choosing the S467 for competition use are typically accepting that the turbo will come on hard and late relative to a street tune, in exchange for the top-end flow capacity that makes a difference in timed events. That's the correct trade-off to make for those applications.

Class rules, sanctioning body requirements, and legal minimums or maximums for specific sled-pull divisions vary by organisation and region. This guide does not make claims about class eligibility or rules compliance — verify those requirements directly with the relevant sanctioning body before building around any specific turbo configuration.

Compound Turbo Applications

The S467 can be used as the top charger in a compound turbo system, typically paired with an S300 or S400 unit as the primary bottom turbo. In compound configuration, the top charger doesn't have to spool from scratch on its own — the bottom turbo pre-compresses the intake air, which changes the effective operating point for the top unit. That's a more complex system than a single-turbo setup, and the right compound configuration depends on the full turbo system, not just the compressor inducer of the top charger.

If you're considering a compound build, the S467 is a reasonable top charger candidate, but the decision involves the sizing and characteristics of both units together. For readers working through whether a single S467 or a compound arrangement makes more sense for their build, the S300 vs S400 comparison at Black Sheep Industries is a useful starting point for understanding how the frame sizes relate to each other before committing to a system design.

S467 vs S472: Which Size Makes More Sense?

Spool and Response Difference

The s467 vs s472 comparison comes down to the same core tension that runs through every turbo sizing decision: response versus peak flow.

The S467 spools noticeably slower than S300-series units on the same engine. That's not a knock against it — the S467 is not trying to be an S362. It's a meaningfully larger turbo, and it behaves like one. Builders coming directly from an S300-series setup will notice the change in how and when boost builds, particularly in lower-RPM or lower-load situations.

Compared to the S472 and S475, though, the S467 generally spools faster on the same engine. The compressor and turbine wheels are smaller, the moment of inertia is lower, and the turbine housing A/R ranges used with the S467 tend toward the tighter end. All of that adds up to boost arriving sooner, even if it's not as early as an S300 user is accustomed to.

Exact spool-time comparisons between these sizes are difficult to state precisely because real-world results vary significantly with cam profile, fuel system, and exhaust manifold design. Claims of specific RPM-to-boost figures without knowing those variables are rarely reliable. The correct way to think about this is as a drivability versus peak-flow decision, not a search for a single number that settles the question.

When to Stay with the S467

The S467 is the better fit when the builder wants S400-frame air capacity without making the full jump to the S472 or S475 range. For street-driven or mixed-use 5.9L builds where the turbo sees both daily driving and occasional full-throttle use, that balance matters. The S467 supports crank horsepower in the range most built 5.9Ls are actually targeting, while keeping boost response in a range that's usable outside of wide-open-throttle operation.

If the build still has a street-use component — real-world driving, trailer weight, mixed throttle conditions — the S467 is usually the more sensible choice between it and the larger S400 options. Think of it as the turbo that bridges S300 responsiveness and S400 top-end flow, rather than committing fully to one end of the spectrum.

When an S472 or S475 May Make More Sense

For builds focused on peak power rather than balanced drivability — competition, high-flow single-turbo configurations, top-end-biased power curves — the S472 or S475 may be the more appropriate choice. They move more air at peak flow conditions, and for applications where that matters more than when boost comes on, the trade-off toward slower response is justified.

That said, larger is not automatically better. An S472 or S475 on a 5.9L that isn't built or fuelled to take advantage of the additional capacity will simply behave like a very laggy turbo without the top-end gains to show for it. The S467 being "smaller" than an S472 doesn't make it inferior — it makes it right for a different set of build priorities.

For readers still working through whether the S400 frame is the right direction at all, the S300 vs S400 comparison covers that decision in more depth and is worth reviewing before committing to either side of the S400 family.

Choosing the Right S467 Wheel and Housing Combination

83/74 with 0.90–1.00 A/R

The 83 mm exducer / 74 mm turbine wheel combination in a 0.90–1.00 A/R housing is the S467 configuration most commonly chosen for street, towing-adjacent, and response-sensitive builds. The tighter A/R accelerates exhaust gas through the turbine sooner, and the smaller turbine wheel spins up with less energy required — both of which contribute to boost arriving earlier in the RPM range than the larger-wheel alternative.

This combination will not spool like an S300. That expectation needs to be adjusted before the turbo goes on the truck. But for a built 5.9L where response still matters alongside the power goal, the 83/74 with a 0.90–1.00 A/R is the most balanced way to spec an S467.

Housing selection within that 0.90–1.00 range is still meaningful. A 0.90 A/R will generally build boost sooner than a 1.00 A/R, with the trade-off being slightly more restriction at peak flow. For street and towing-adjacent use where the midrange matters, 0.90–0.95 is typically the preferred range. For mixed-use builds that see some competition or extended high-RPM use, 1.00 is a reasonable step without fully committing to the larger housing range.

87/82 with 1.00–1.15 A/R

The 87 mm exducer / 82 mm turbine wheel combination in a 1.00–1.15 A/R housing is the higher-flow S467 configuration. The larger wheels support a broader and higher efficiency island at elevated flow rates, and the larger housing lets exhaust gas expand more before driving the turbine — which supports peak-flow conditions at the cost of slower initial spool.

This is the configuration better suited to peak-flow and competition-leaning setups. Sled-pull applications, top-end-biased street builds, and compound configurations where a bottom turbo handles the low-end work are all appropriate contexts for the 87/82 combination. Builders choosing this configuration are generally making a deliberate choice to trade some response for top-end support — and in the right build context, that trade is worth making.

For mixed-use or street builds, this combination will typically feel noticeably lazier than the 83/74 at low to moderate throttle inputs. That's the expected behaviour, not a defect. The question is whether the build context justifies the trade.

T4 vs T6 Manifold Considerations

T4 turbine inlet bolt pattern is standard on S400 housings and covers most 5.9L Cummins applications. The vast majority of manifolds built for 5.9L single-turbo conversions use a T4 bolt pattern, which makes T4 the default starting point for most S467 builds.

T6 turbine inlet options exist for higher-flow applications — purpose-built competition setups or large compound systems where the additional inlet area reduces restriction at peak flow. T6 housings and manifolds are less common in street applications and represent a more involved fitment decision.

Note on terminology: for turbine inlet flanges, gaskets, and turbine housings, "bolt pattern" is the correct term — T4 bolt pattern, T6 bolt pattern. For oil drain flanges, the correct term is "bolt centre." These are different dimensions on different components, and using the right term prevents ordering errors.

The practical instruction here is simple: know your manifold bolt pattern before you spec the turbine housing. T4 and T6 are not interchangeable, and fitting a T6 housing to a T4 manifold isn't a modification — it's an incompatibility. Match the housing to the manifold and the manifold to the intended duty.

S467 Fitment Details That Prevent Ordering Mistakes

The s467 turbo is an S400-frame turbo, which means every S400-frame fitment rule applies. This is where ordering mistakes happen — particularly for builders stepping up from S300-series setups who assume that existing drain fittings, downpipe hardware, and marmon clamps will carry over. They won't, and the dimensional differences are specific enough that measuring before ordering is not optional.

S400 Oil Drain Bolt Centre

The S400-frame oil drain uses a bolt centre of 50.8 mm (2.00"). When ordering drain flanges or adapters for an S467, this is the measurement that determines compatibility.

The term to use is bolt centre — not bolt circle, not bolt pattern. For oil drain flanges, "bolt centre" refers to the centre-to-centre distance between the two drain flange bolts. Using the wrong terminology when ordering from a supplier can result in receiving the wrong part.

The reason precise measurement matters here: mid-frame turbos — a separate frame class, not an S400 variant — use a 50 mm (1.97") drain bolt centre, only 0.8 mm (approximately 1/32") smaller than the S400's 50.8 mm. These dimensions are close enough that visual inspection alone will not reliably distinguish them. Measure with calipers before ordering any drain hardware. If you're uncertain which frame size your turbo uses, measure — don't guess.

Drain Port and Drain Length

The S400-frame oil drain port is 12AN. This is a larger port than many S300-series setups use, and it's specified for a reason — the S400 bearing housing moves more oil and requires adequate drain capacity to prevent oil backup and seal issues.

10AN is undersized for an S400. This is a commonly asked question in forums and a genuine ordering mistake. If your existing drain line terminates in a 10AN fitting, it is not compatible with an S467's drain port without modification.

Drain length is a separate specification from bolt centre and port size. Available lengths are:

• 35 mm (1.38") — short drain, for tight clearance situations
• 65 mm (2.56") — mid-length drain, the most common fitment
• 100 mm (3.94") — long drain, for additional clearance or specific pan height situations

Drain length is determined by the physical clearance between the turbo drain flange and the drain line connection point on your engine. Measure your specific installation before selecting a drain length — it is an independent choice from the bolt centre and port size.

S400 Exhaust Outlet and Marmon Clamp Sizing

The exhaust outlet dimensions on S400-frame turbos are not interchangeable with S200 or S300 hardware. These are the correct specifications:

• S400 T4 exhaust outlet: 117 mm (4.62") half marmon
• S400 T6 exhaust outlet: 146 mm (5.75") full marmon, clamp part number 99502-0588
• S200/S300 turbine discharge: 108 mm (4.25") marmon

The S200/S300 108 mm (4.25") marmon outlet is close to the S400 T4's 117 mm (4.62") — close enough that builders working from memory or sight alone sometimes assume compatibility. They are not compatible. A 108 mm marmon clamp will not properly clamp a 117 mm outlet. Attempting to do so creates a leak point that ranges from a boost loss to a genuine safety concern depending on how it fails.

If you're building around an S467 with a T4 turbine housing, you need S400 T4 half-marmon hardware. Verify the outlet size on any downpipe, flex section, or exhaust elbow before checkout.

Common Reuse Mistakes from S300 Setups

The S467 is an S400-frame turbo. S300-frame hardware does not carry over.

Do not assume your S300 drain fitting will work. The bolt centre and drain port size are different. A 10AN fitting that worked on an S300 is undersized for an S400 drain port, and the bolt centre of 50.8 mm (2.00") for the S400 large frame will not match fittings drilled for a different bolt centre.

Do not reuse your S300 108 mm (4.25") marmon downpipe on an S400 T4 outlet. The 117 mm (4.62") S400 T4 outlet requires a matching S400 half-marmon clamp and downpipe. The S300 hardware is 9 mm undersized and will not seal.

Measure your drain bolt centre with calipers. The 0.8 mm difference between the mid-frame 50 mm and large-frame 50.8 mm is too small to identify visually and too large to ignore when ordering a drain flange.

These are not edge cases or unusual failure modes — they show up in forum posts and build threads consistently because the dimensional differences are close enough to create false confidence. Measuring removes the uncertainty.

S467 on a 5.9L Cummins: 12v and 24v Notes

The s467 turbo cummins 5.9 combination has enough documented history across 12-valve and 24-valve platforms that the common questions are well understood, even where the answers are build-specific.

Built 5.9L 12v Applications

For built 12-valve Cummins setups, the S467 represents a logical step up from the S300-series turbos that 12v builders typically start with — the S362 being the most common reference point. The move to an S467 brings meaningfully more top-end air capacity and opens up the upper range of the crank power window, but it comes with the response adjustment that every S400-frame turbo requires relative to an S300.

Forum discussions around 12v S467 builds consistently raise the spool question. The honest answer is that spool on a 12v S467 depends on cam profile, fuel system, and exhaust manifold design — factors that vary considerably between builds. Avoid relying on any specific RPM figure from a forum post as a prediction for your build unless the full build list matches closely.

Crank power guidance for the 12v S467 combination stays aligned with the researched range: 820–995 HP crank on a properly built platform with supporting parts. A stock or lightly modified 12v will not achieve this range and should not be configured around it.

Built 5.9L 24v Applications

The 24-valve 5.9L Cummins sees S467 use across street, towing-adjacent, and entry-level competition builds, and the questions that come up most often are about A/R selection and compound considerations.

On the A/R question: Is 0.90 A/R too small for towing with an S467 on a 24v? The honest answer is that it depends on the load, the tune, and what "towing" means in context. A 0.90 A/R in a properly tuned 24v build with adequate fuel system support can work well for towing-adjacent use — the tighter housing builds boost sooner, which translates to better load response under the kind of gradual throttle inputs that towing typically involves. Whether it's "too small" is a function of the specific duty, not an absolute rule. A/R is duty-specific, not universally right or wrong.

Compound configurations come up more frequently in 24v discussions than 12v, partly because the 24v platform has a wider range of available injection and fuelling options that make compound builds more achievable at moderate budgets. An S467 used as a top charger on a 24v compound system is a legitimate and well-documented configuration. The notes in the compound section above apply here.

Stock Bottom-End Caution

The question comes up regularly: Can I run S467 power levels on a stock 5.9L bottom end?

The researched crank output range for the S467 — 820–995 HP — assumes a built 5.9L 12v or 24v platform. "Built" means the bottom end has been prepared to handle the loads that power level generates. A stock bottom end has not been.

This guide does not provide a specific safe-power ceiling for a stock 5.9L block, crank, or rods, because that answer depends on the complete engine condition, use pattern, tune, and what failure is considered acceptable. What can be said clearly is that the s467 turbo horsepower range cited here is not the range to target with a stock engine. Matching turbo choice to engine build level is not optional — it's the difference between a build that lasts and one that doesn't.

If the bottom end isn't built for the power the turbo is capable of supporting, the turbo is ahead of the engine. That's not a turbo sizing problem to solve — it's an engine build problem.

Quick Buying Checklist for an S467 Turbo Setup

Before ordering parts for an s467 turbo build, work through each category below. These are the specifications that determine whether the parts you order actually fit your application.

Confirm the Turbo Configuration

• Compressor inducer: 67 mm (confirms S467 designation)
• Wheel set: 83/74 (response-oriented) or 87/82 (peak-flow-oriented)
• Turbine housing A/R: 0.90–1.00 for response and street/towing-adjacent use; 1.00–1.15 for peak-flow or competition use
• Turbine inlet bolt pattern: T4 (standard) or T6 (higher-flow applications) — must match your manifold

Confirm the Oil Drain Parts

• Oil drain bolt centre: 50.8 mm (2.00") — S400 large frame
• Drain port size: 12AN — do not order 10AN fittings for an S400
• Drain length: select independently based on clearance — 35 mm (1.38"), 65 mm (2.56"), or 100 mm (3.94")
• Measure your existing drain flange bolt centre with calipers before ordering

Confirm the Exhaust Outlet Parts

• S400 T4 outlet: 117 mm (4.62") half marmon — verify your downpipe matches
• S400 T6 outlet: 146 mm (5.75") full marmon, clamp 99502-0588 — if applicable
• Do not mix up S300 108 mm (4.25") marmon hardware with S400 T4 — they are not compatible
• Verify downpipe diameter and clamp size against the outlet spec before checkout

Canadian Checkout and Cross-Border Notes

Black Sheep Industries serves both Canadian and US buyers from a Canadian base. Pricing on product pages is shown in CAD. If you're ordering from the US, the store handles cross-border checkout — duties and cross-border costs are addressed at checkout rather than added as surprises after the fact. If you have questions about a specific order or destination, contact the team directly before completing the transaction. This section is not a substitute for the full shipping policy, but it covers the most common question: yes, US buyers can order, and the pricing context at checkout reflects that.

Related S400 and Cummins Turbo Resources

The S467 sits within a broader decision framework that's worth understanding before committing to a specific configuration. If you're still working through whether the S400 frame is the right direction for your build — or whether the S467 is too large or too small for what you're trying to do — the S300 vs S400 comparison at Black Sheep Industries covers those trade-offs in detail and is the most direct resource for making that frame-size decision.

For the fitment components discussed in this guide — S400 oil drain flanges, 12AN drain hardware, S400 half-marmon clamps for the 117 mm (4.62") T4 outlet, and S400 T6 full-marmon hardware including clamp 99502-0588 — the relevant product and category pages on the Black Sheep Industries site are the place to verify availability and confirm part numbers before ordering.

If you're considering the S472 or S475 as an alternative to the S467 and want to understand where those sizes fit in the S400 family, that comparison is also part of the broader S400 content on the site. The s467 vs s472 decision ultimately depends on build priorities — and the S300 vs S400 guide is the right starting point for readers who haven't yet settled on frame size.

S467 Turbo FAQ

What size is an S467 turbo?

The S467 is a BorgWarner S400-frame turbocharger with a 67 mm compressor inducer. The "67" in the designation refers to that inducer diameter. It's a large-frame S400 unit, positioned between the S300 series and the larger S472/S475 options within the S400 family.

What are the common S467 turbo specs?

The core S467 turbo specs start with the 67 mm compressor inducer. From there, the two most common configurations are the 83 mm exducer / 74 mm turbine wheel in a 0.90–1.00 A/R housing, and the 87 mm exducer / 82 mm turbine wheel in a 1.00–1.15 A/R housing. Turbine inlet bolt pattern is T4 on standard S400 housings, with T6 available for higher-flow applications. Oil drain bolt centre is 50.8 mm (2.00"), drain port is 12AN, and the T4 exhaust outlet is 117 mm (4.62") half marmon.

How much horsepower can an S467 turbo support?

The realistic s467 turbo horsepower range is 820–995 HP at the crank, matched to a properly built 5.9L 12v or 24v Cummins platform with appropriate supporting parts. These are crank figures. Final output depends on the complete engine, fuel system, tune, and supporting build. This range assumes a built platform — not a stock bottom-end engine.

Is an S467 or S472 better for a 5.9L Cummins?

Neither is universally better — it depends on build priorities. The S467 generally spools faster than the S472 on the same engine and is a more balanced choice for street-driven or mixed-use 5.9L builds where response still matters. The S472 moves more air at the top end and is better suited to peak-flow or competition-focused applications that can accept slower boost response. For most street and towing-adjacent 5.9L builds, the S467 is the more practical choice. For a full breakdown of the frame-size decision, see the S300 vs S400 comparison.

Can I reuse my S300 drain or marmon downpipe with an S467?

No — and this is one of the most common ordering mistakes when moving to an S400-frame turbo. The S400 oil drain bolt centre is 50.8 mm (2.00"), which is different from S300-frame drain flanges. The S400 drain port is 12AN — 10AN fittings are undersized and should not be used. For the exhaust outlet, the S400 T4 uses a 117 mm (4.62") half-marmon — the S300's 108 mm (4.25") marmon is not compatible and will not properly clamp. Measure with calipers before ordering any fitment hardware.